Locomotive power-transmitter.



'E. L. ROCKWOOD.

LOCOMOTIVE POWER TRANSMLTTER. APPLICATION FILED JAN. 14. 19-18- 1 275 754:" Patented Aug. 13, 1918.

[7106 mar 5W- lfiwhwa E. L. ROCKWOOD.

LOCOMOTIVE POWER TRANSMITTER.

APPLICATION ElLED JAN-14.19I8.

Patented Aug. 13, 191.8.

3 SHEETS-SHEET 2 E. L. ROCKWOOD.

LOCOMOTIVE POWER TRANSMITTER.

APPLICATION FILED JAN-14 T918.

1 '?5,?54 Patented Aug. 13, 1918.

3 SHEETSSHEET 3.

WWII ITIIIIIIIMI til To all whom it may concern:

STATES PATENT 0 ENRIQ'UE LESLIE ROCKWOOD, OF ZBOGQTA, COLOMBIA,ASSIGNOR T0 301131 1. 5. HARRISON, OF NEW YORK, N. Y.

IIIIOCOIMCVIIVE POWER-TRANSMITTER.

Specificatimu of Letters Patent.

Patented Aug. 13,1918.

Be it known that I, ENRIQUE L. Roon- Wooo, a citizen of the Republic of Colombia, South America, and a resident of Bogota, in said Colombia, have invented certain Improvements in Locomotive Power-Transmitters, of which the following is a specification.

Oneobject of my invention is to utilize a locomotivefor transmitting power to machinery, while the locomotive is in a stationary position, so that the locomotive. can be used not only for hauling purposes, but also as a substitute for theordinary station- 'ary engine.

A further object of the invention is to provide gearing between the" axle of the locomotive and a driving shaft and torelieve the-driving shaft of the weight of the locomotive.

A still further object of the invention is to provide means for supporting-the frame of the locomotive independently of the drivmg mechanism.

he invention also relates to further details, which will befully described hereinafter.

In the accompanying drawings Figure 1, is a side view showing a locomotive mounted on my improved'apparatus, the locomotive being in position to drive the shaft; i

Fig. 2 is a plan view ofthe base, showing the location of the driving shaft and rails;

Fig. 3, is a longitudinal sectional view on the line 3+3, Fig. 2; i

Fig. 4, is an inverted plan view showing the. gear wheel on the driving shaft, the mechanism of the locomotive being shown in outline; and

Fig. 5, is a sectional view on the line 5-5, Fig. 1.

Referring to the drawings, 1 is a base, which may be made of metal, or of concrete, as desired. On this base are tracks 2, which aline with tracks 3 of a railroad. At one end of the base is an abutment 1 and located on the abutment are two bumpers 5 having springs 6. 7 is a locomotiveof any suitable type having axles Sand 9 on which are the flanged'wheels 10 and 11, respectively,

\ which are adapted totravel on the tracks 2 and 3. These wheels are driven through the ordinary connecting rods from a cylinder, the present locomotive bemg a type of the ordinary plantation, or contractors, loco- ,motlve, which is'comparatively small and is usually. adapted to narrow gage tracks, but it wlllbe understood that while I have described the motive power as steam, other mo two power may be used without departing from the essential features of the invention.

The side frames 12 of the locomotive are flat on the. under side and are adapted to rest upon flanged rollers 13, when the locomotive is in position to drive the stationary mechanlsm, Fig. 1. These rollers are mounted in bearings 1450f any suitable construetion and form a part of the base 1, On the axle 8 ofthe locomotive. is agear wheel 15 through which power is transmitted from the locomotive to the stationary driven mechanism. This gear wheel is of such form that it can used in connection with a rack or a ra lway,'when it is desiredto use the locomotive in hauling on inclines.

On the shaftv 16, having its bearings mounted in the base 1, is a gear wheel 17,

which is arranged to mesh with the gear' wheel 15 on the axle 8, and on this shaft 1s a pulley 18 to receive a driving belt. In a line with the gear'wheel 17 is afixed rack 19 mounted on the base 1, and this rack is arranged at an incline, as shown, corresponding to the inclines 20 and 21, forming continuationsof the rails 2, so that as the locomotive moves into position that the gear wheel 15 will mesh with the gear wheel 17, the driving wheels 10 travel on the inclined rails 20 and the driving wheels 11 travel on the inclined rails 21. The gear wheel- 15 on the locomotive first engages the teeth of the rack v19 and the momentum will carry the ear wheel over the gap'between the end of t e rail and the gear wheel 17, and when the gear wheel 15 is above the gear wheel 17 its teeth are in mesh with theteeth of the gear wheel 17. As the driving wheels of the locomotive travel down the inclined rails 20 and 21, the frame 12 of the locomotive gradually seats itself on the rollers 13, so'that from the time the gear wheel 15.

leaves the rack ,19 until it .is in engagement with the gear wheel 17 ,the locomotive is supported entirely by the rollers 13, so that.

the weight of the locomotive is carried en- 'tirely by the baseand not by the shaft.

In order to allow the wheels 10 to pass over the gap 22, I provide laterally movable rail. sections 23 and lever mechanism aut0 M0 these latter wheels will travel down the inclined rails 21. In the present instance I have shown a lever 24 having projections 25, 25, in position to be engaged by-a part of the locomotive, and this lever is pivoted at 26 and has a slotted arm 24*; one arm of a lever 42 extends into the, slot and this lever is pivoted to abearing on the frame at 43. The lever 42 is connected to a bar 27, which engages two slotted levers 28 pivoted at 29 on the frame, and one arm on each of these levers 28 engages a bar 30 projecting from therail sections 23, which are adapted to uides 31, so that prior to the location of the locomotive on the base the rails 23 are in alinement with the. rails 2 andv the locomotive can be moved into position, the wheels 10 of the locomotive pass- "ing over the rails 2 and the sectional rails -23 and, when they reach a given point beyond these rails, the mechanlsm is. operated to draw the sectional rails 23 out of alinement with the rails 2 so that the rear wheels 11 of the locomotive travel down the incline 20 at the same time that the front wheels 10 are traveling down the incline 21, and when they reach a given point the gear wheel. 15 on the axle of the locomotive meshes with the teeth of the rack 19 and asthe gear wheel rotates the body of the locomotive settles on the rollers 13 and the momentum carries the locomotive forward until it strikes the bumpers. 5.

The front late .33 passes the two latch locks 32 whic engage the plate, as shown in Fig. 1, preventing the locomotive moving backward, the bumpertaking the shock and the bumper and the latch holding the locomotive rigidly in lace with the axle 8 directly above the sha t 16. When the loco motive is in this position, the shaft 16 can berdriven through the gearing at anyspeed desired by operating the control lever in the.

cab of the locomotive.

In moving the locomotive from the base when it is ,to be used for the purpose of transportation, I can detach the latch by hand and can push back the locomotive so that the gear wheel on the axle will move out of mesh with the gear wheel on the shaft and into gear with the inclined rack. Then,

as power is applied, the locomotive can be backed ofl the base and onto the track, but

prefer to provide an automatic latch, as shown in the drawings, consisting of two hooks 32 connected together by a rod 35, the hooks being mounted ona shaft 36 having its bearings in the abutment 4, and I connect the latch by a rod 37 to arms 38 hung pn the shaft 16, and carried by the arms 1s a plvoted spring pawl 39, which engages the gear wheel 17. A spring 40 of suitable construction bears against an arm 41 on the shaft 36 and tends to force the latch 32 into engaging position, so that, when the locomotive is moved forward, thefront plate 33 depresses the latch and the latch springs back of it and, as'the wheels of the locomotive move in the direction of the arrow, Fig. 1, the gear wheel 17 on the axle 16 moves free of the latch, but as soon as the axle of the locomotive is reversed for the urpose of backing the locomotive off the base the engagement of the pawl with the gear wheel moves the arm 38 and depresses the latch so as to release the front plate 33 of the locomotive, when it is free to be backed by power.

I claim 1. The combination of a base; a shaft mounted 'on the base and having a. power transmitting wheel thereon; supporting means on the base adapted tosupport a locomotive independently of the driving mechanism; a locomotive; and a power transmitting wheel on the locomotive arranged to impart movement to the transmitting wheel on the base.

2. The combination of a base having'rails thereon; a transverse shaft mounted in the base; a gear wheel on the shaft; means supporting a locomotive independently of the rails; and a locomotive having a ear wheel arranged to mesh with the gear w 1881 on the shaft when the locomotive is supported on the base with the driving wheels free.

3. The combination of a base having recesses therein; rails at each side; inclined rails mounted in the recesses; a shaft havinga gear wheel; an inclined fixed rack on a longitudinal line with the gear wheel; a locomotive having two sets of wheels adapted to the rails and having a gear wheel ar ranged to mesh first with the rack andthen with the .gear wheel on the shaft; movable rails adapted to close one of the recesses on each side so as to allow the forward set of wheels of the locomotive to pass over the first recesses, the rails being moved out of line to allow the second set of wheels to enter the recesses; and means for supporting the frame with the gear wheel of the locomotive meshing with the gear wheel of the shaft.

4. The combination in a locomotive power transmitter, of a base; a transverse shaft mounted in the base with a gear wheel on the said shaft, said base having two recesses at each side adapted to receive the two driving wheels of the locomotive; rollers on the base upon which the frame of the locomotive restswhen the driving wheels are in the recesses; a gear wheel on the front axle of the locomotive arran ed to mesh with the gear wheel on the she t when the locomotive is in position on the base; movable rails for closing the rear recesses of theframe to allow the front wheels of the locomotive to pass over; means for automatically drawing said rails out of line with the permanent rails to allow the rear wheels to enter the recesses; and means for holding the locomotive in position on the base.

5. The combination of a base; a shaft thereon, a gear wheel on the shaft; a locomotive having an axle; a gear wheel on the axle arranged to mesh with the gear wheel on the base when the locomotive is in position on the base; a bumper and a latch for holding the locomotive in position; auto matic means for releasing the latch when the locomotive is reversed; and a fixed rack on the base with which'the gear wheel on the locomotive engages as it moves into and out of position on the base.

6. The combination of a base; a shaft mounted in the base and having a gear wheel thereon; a locomotive adapted to be mounted on the base; a gear wheel on the locomotive driven from the power mechanism of the locomotive and arranged to mesh with the gear wheel on the shaft mounted on the base; a latch for engaging the locomotive to hold it in position; an arm; a rod connecting the base so that, when the locomotive isreversed, the pawl will engage the teeth of the wheel. and withdraw the latch.

7. The combination in a locomotive power transmitter, of a base; a transverse shaft mounted in the base with a gear wheel on the said shaft, said base having two recesses at each side adapted to receive the two driving wheels of the locomotive; rollers on the base upon which the frame of the locomotive rests when the driving wheels are in the recesses; a gear wheel on the front axle of the locomotive arranged to mesh with the gear Wheel on the shaft when the locomotive is in position on the base; movable rails for closing the rear recesses of the frame to allow the front wheels of thelocomotive to pass over; a trip lever arranged to be actuated by one of the front wheels of the locomotive; a lever engaging said trip lever; a rod connected to the last mentioned lever; and two bell crank levers connected to the rod and to the rails so that, when the locomotive is moving forward into position, the front wheels will move the short rails laterally out of position and, when the engine is reversed, the front wheels will throw the rails into position.

In witness whereof I aflix in Si ature.

ENRIQUE LESLIE RflCfiW Ol). 

